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Showing content with the highest reputation since 09/17/2018 in all areas

  1. 17 points
    You have been officially warned. You are not continuously violating the first rule of this forum. No we are going to chat here, because this not a general public discussion. First off, I always use/say bro. You don't know my energy, but you are about to get a crash course right now. And as a matter of fact. New policy starting right now. You have 1 warning to remain on topic and will then be removed from there on. I see I have to go back to being the old East New York I was when I started here 10 years ago. That 25 year old didn't have a filter and would suspend any account without warning for violation of any rules and policies. I want everyone to take a moment. If you want to comment of fleet and depot moves MOVE IT TO A NEW THREAD OR POST IN FLEET & DEPOTS. In addition, I'm going to review every NYCTF user account effective immediately. If anyone has been previously banned and created a new account I will know, and they be suspended indefinitely with no questions asked. If anyone has an associated account (meaning you and your friend signed up for an NYCTF account from the same computer or network) it will be subject for suspension as well. Again, everyone needs to be familiar with the rules, regulations and policies of both NYCTF as well as The Metropolitan Transportation Authority. Effective (immediately) 3pm, Friday September 21st I will be going back to my old ways of automatic suspensions for any rule violations, or posting of material or discussion that violates and MTA rule or policy as well. If your account is suspended, you may or may not be notified. If you cannot sign in, your entire account has been suspended. If you cannot post, that means your privileges have been suspended. Welcome to NYCTF 4.2 The buck stops here. https://www.nyctransitforums.com/guidelines/
  2. 14 points
    To clarify, the Nova LFS buses are going to replace the first of the hybrids. They will later be replaced by hybrid and electric buses in the future. I would also like to remind you that if you want to have any discussion about the fleet, depots, and/or details, please do so in the Fleet & Depots thread. This many be a hobby for all of us, but for some of us this is actually our job. The top contributors are either transit personnel or transit consultants like myself. I am the one who fed everyone this information because I know what is happening. They were simply telling you that it was only 10 buses on the first hybrid order. I greatly appreciate when NYCTF members/users actually take initiative and engage in conversation as well. This way, some of the rest of us can do our jobs. So if people in here can read you should have already known that the first of the OG's weren't going anywhere other than MTA Bus at the moment.......... 🤔🙄Pot calling the kettle black a bit? You are the one who got all sensitive when addressed. So I'm a bit confused... Where was your humility? First off, you sir need to calm down and relax a bit. You are the one who actually came in here all "hype" as you say. For a new member that's not really a good look because they were only trying to fill you in on what is going on. Many of us here are quite aggressive with our language, and if that's too much for you, this may not be the forum for you. So before you tell someone to watch your mouth, please check yours first. Im arguably one of the most aggressive people here, so if I noticed that about you, it's something you may want to take a look at. This isn't an attack on you, but I am letting you know how things work here. I am The Senior Moderator and Community Manager of this forum as a whole. I am also not part of the new generation either, so please watch YOUR mouth, and practice what you preach and we will all get along just fine. Even if and when we don't agree. That's what humble is my guy. Feel free to DM me if you would like to continue this discussion. Furthermore, this discussion does not belong here as I said and will be moved as soon as I get the chance. Carry on.
  3. 12 points
    This is what happens when only the very top echelons of management espouse any sort of vision. The actions taken simply do nothing. The system's crisis today is largely one of operations. Yes, we have an unusually large number of discrete incidents for a major transit system, but said incidents are only as bad as they are because there's no room for error anymore. Flex capacity is a thing of the past, dispatching has become solely reactive, and the first priority of those in RTO is to not get fired -- an indictment of managerial culture, mind you, not of the rank and file. Add into this melee extraordinarily high ridership, two decades of deferred maintenance and unspeakably low worker productivity, and you have yourself a disaster. Such a wide ranging problem of operations and culture requires a wide ranging solution in the same field. Fast Forward began to address that need, but then we all got caught up in the CBTC funding debate -- one surrounding a technology that serves as nothing but a distraction from these pervasive structural problems, issues that, mind you, carry across technologies. Take timers, for example. There has been much strum und drang over the now-mythical list of 30-odd timers that were considered the 'worst' by the agency. While that's a start, that's nothing. Thousands of locations have been modded to be governed with GTs. To make a dent in that number, there must be a true systemwide evaluation of all grade timing relative to the federally mandated safety margin (135%) laid out in the NTSB's post Williamsburg Bridge report. There must also be recognition that GTs are only one small issue in the mix. Lengthened control lines and more restrictive STs also contribute to the erosion of capacity, and thus should be evaluated with equal attentiveness. There is, of course, also the issue underpinning all of this -- non-conformity in braking/acceleration rates -- that needs to be addressed objectively and transparently by the agency so that we, the riding public, can know where the agency is laying on the horsesh*t. And then there are operational issues that lie beyond the timers/braking matrix -- poor radio reception in tunnels, badly planned and unproductive GOs, a lack of an adjacent track separation mechanism for said instances, etc, etc. There are also the more cultural changes equally -- if not more -- necessary. Ever since the financial crisis of the '70s, New Yorkers have been completely distrustful of their government. This attitude -- one characterized by fear and pettiness and an all-encompassing obsession with liability and risk -- underpins most issues in and around the agency, and thus needs to change. We aren't dropping dead anymore. Unions need to learn to give, management needs to learn to think creatively and actively, politicians need to stop passing the buck. For if this culture of fear, this embrace of organizational balkanization, this undervaluation of management, and this inability to own one's mistakes continues within the MTA and without, no fix will ever save the city. An organization with formative power over the urban environment cannot sit forever in its own blood, swatting at the rocks thrown at it. It will do so at the expense of the city -- it must get on its feet and anticipate realities, even create them. I do not mean to be alarmist here, but what we're witnessing today is a war for New York. One not only between the battered, forced conservatism of old and the optimism of new, but also between the city and irrelevance. New York is built upon functioning rapid transit. Thus, if the system is not resurrected, New York faces doom; its model of urbanism will be made infeasible. No other system exists that can sustain New York's densities and diversities. If the subway dies, the city dies too.
  4. 9 points
    Eastbound Exp to Lcl switch at 75th avenue is the largest cause PM E/F delays. Its BRAND NEW as of 2017 timer clears at 3-5 mph. Most T/Os just stop and wait. CBTC won't fix 5 mph timers on mainline, that was a policy decision. Timers on CBTC are FAR WORSE than block timers, since a CBTC timer won't clear till the front axle leaves the "zone", while when block GTs clear, the T/O can notch 3 it. The L train is a a mixed result. There are no timers on death curves in ATO. But L has very low TPH that never pushes the capacity of CBTC system. On 7's CBTC, which is still ATPM mode, not ATO. CBTC allow for "ST 5" ANYWHERE. 5-6PM West bound looks like LIE of R188s. I counted every train door close to door close, is 1:40-1:50 or 2:10 to 2:25. Sometimes 2-3 1:40 headways pull in right after another. CBTC lets trains pull upto 100 feet/2 car lengths from coupler of next train, anywhere on the 7 elevated. There is a capacity restriction policy by the MTA, that no train can pull into a station at all unless it has the whole platform vacated by next train, unlike LIRR/MNRR. So 7 trains will often be waiting 1-2 train cars apart, right before the station platform starts, even if the next train is 50% pulled out, the previous 7 will not move until next train is 75% or 100% gone from the platform. CBTC's movement authorities are calculated 100 feet at a time I think. So really quickly 200 or 300 feet to "red" can accumulate as next train pulls out, but rear T/O wont move till he has whole platform empty. Its a policy to never have a half pulled in train at a platform, but it kills capacity.
  5. 9 points
    I don't normally take pictures of trains or buses, I'm more of a landscape/architectural photographer. IMG_0562 by Dennis Leung, on Flickr
  6. 9 points
    Wow, I just saw Andy Bryford at the Flatbush Ave / station, random as hell.
  7. 9 points
    7018 in 2018. She still has her signs that were programmed at retirement in 2005. 😎
  8. 8 points
  9. 8 points
    They were only clarifying. This comment isn't necessary.
  10. 7 points
    This is something new I am doing, i'm uploading random photos to the forums that I've taken during any span of time (usually during the year). Even while i'm no professional photographer. I do love photographing the subway system, and these are a small fraction of my photos... Above: R46 During Phase 1 of "Rockaway Long Term Flood Protection" https://www.flickr.com/photos/140115352@N03/44851305841/in/dateposted-public/ Above: R46 pulling into Far Rockaway-Mott Avenue station https://www.flickr.com/photos/140115352@N03/29915131797/in/dateposted-public/ Above: Interior of a Far Rockaway-Mott Avenue bound R32 https://www.flickr.com/photos/140115352@N03/44851296081/in/dateposted-public/ Above: Rockaway bound R46 train at 88st https://www.flickr.com/photos/140115352@N03/44130347094/in/dateposted-public/ Above: R46 Rockaway Park bound train passing over the "Welcome To The Rockaways" sign https://www.flickr.com/photos/140115352@N03/43940919775/in/dateposted-public/ Above: R32 Rollsign https://www.flickr.com/photos/140115352@N03/43040101770/in/dateposted-public/ Above: R179 Jamaica Center bound train at Jamaica-Sutphin station https://www.flickr.com/photos/140115352@N03/43940917995/in/dateposted-public/ Above: Far Rockaway-Mott Avenue station https://www.flickr.com/photos/140115352@N03/43940917465/in/dateposted-public/ Above: Euclid Av. bound R32 train flying into 42nd St. Port Authority Bus Terminal station https://www.flickr.com/photos/140115352@N03/43940917425/in/dateposted-public/ Above: train pulling into Fulton St. station https://www.flickr.com/photos/140115352@N03/44130339314/in/dateposted-public/ Above: Manhattan bound train pulling into Rockaway Bvld. https://www.flickr.com/photos/140115352@N03/44130339044/in/dateposted-public/ Above: Far Rockaway-Mott Avenue bound R32 train about to pull into Beach 60St. Hopefully you enjoyed the photos, I know I took many shots of the but it's the line I live closest to, and frankly, photos for the other lines I took came out lackluster. So that's about it for now!
  11. 7 points
    Oh boy, 1 additional roundtrip on the 6 in the mornings, and 1 in the afternoons. That will really fix all of the 's problems (eye roll)
  12. 7 points
    Avenue H isn't continuous at the Brighton line. Are they planning to dig a tunnel under the subway?
  13. 7 points
    Random thought of the day: La Guardia's Maintenance manager needs his whole ass whipped. I did a Service & Maintenance eval on the Q52/53, and I don't think I have ever been that disgusted with a depots maintenance, or lack there of I should say. In my 10 years plus of being a transit consultant, this is just insane. Transit is going to have a heart attack when they get those XD60's back from LG. The shit is about to hit the fan. If I were in charge of fleet ops, I would make LG keep them and take all of their new ones. JK is doing a much better job. 80% of LG's don't even look like they have been cleaned all year. On top of trash maintenance, they are 5 buses short for the Q53, and act as if it's going to kill someone to replace them with hybrids or XD40's. I would rather have a standard bus than no bus at all, and I'm sure customers would feel the same way. What type of stupid ass shit are they allowing over there? Just when I think LG is getting better they prove to me its still Triboro Coach Corp wrapped in MTA Blue. Definitely time for East New York to step in..... 🤬
  14. 7 points
    You're the one jumping to the conclusion that 10 new buses would replace 125 BUSES of said hybrids. Just sayin' "Bro"..... ☺️ Jesus..... I don't want to hear the "mind your business" bull crap because you walked right into it on a public message board site.... Honestly~
  15. 7 points
    Once again the has gone up Second ave to 96th street. This Time during the AM rush. Would have been awesome if the had changed the roll-sign to a or
  16. 6 points
    That won’t really help, because the bulk of ’s ridership is between Halsey and Bedford. So really, you need beefed-up and . The and aren’t close enough to that section of the . Plus the and have more than enough problems of their own that they should not have to be relied on to relieve the .
  17. 6 points
    It's not a Staten Island thing. It's a MTA thing. We have a thing called a Leader/Follower system. A lot of people thing when 2 buses arrive at the same time it is because they are bunched. However more times than not this is not the case. As one bus leaves a terminal, another is scheduled directly in front or behind it. This is done on every MTA local route that has high ridership. Say the schedule says bus is due 5:02, and 2 buses come. The next scheduled bus may be at 5:09, and one of the 2 buses you just saw is not on a public schedule. On local routes with standard 40 foot buses, they can get packed to a standing load sometimes at the first stop. So with this system the leader and follower chase each other down the line easing the load off the other. So more than one bus may be scheduled internally, but show up as one on the schedule because it's guaranteed that one will be to capacity. Now that the B35 has gone articulated for example, a follower typically leaves a few minutes later now. This is used at rush hour for most routes, and other times during the day and evenings for heavy routes like the B6 and others. You all ever notice how the operators blow the horn (usually 2 short beep beeps) when passing the other? This is a signal that either the leader or follower is passing. It's also a safely alert that a bus is passing.
  18. 6 points
    Again, all the assignments have been changed. The only thing confirmed is the new totals being allotted to which depots. Now I am just waiting on @The Real to confirm the new ones. I also have a few other updates that I will post once I have consulted with him, and my other sources about moves, transfers, pending deliveries, the accelerated LFS delivery. He will post the actual assignments when then are available.
  19. 6 points
    Huh. When I was there last (a month or so ago) my did high 30s both directions, but then my TO treated the (clearly signed) STs like absolutes entering Roosevelt. I'll have to check it out again... I sure hope so! Given this is the first mainline CBTC install, and the first one whose system design is taking place under management aware of the ills of slowing, I think it's definitely in the cards... Gee, what an excellent idea This is actually something I've been working on-and-off on since earlier this year. To keep it all aboveboard, I take data only from GT signs seen either in my own foaming or RFW videos, so I don't guarantee total accuracy, but it's a start... I did Nassau/Myrtle as a sort of proof of concept -- grade timers/switch speeds only. And no, not even this section is finished, so pretty please phrase your additions/corrections in light of this and not "AHMYGADTHERESAMISTAKE." In the future, when I have more time to devote to this, I'll start a thread and solicit help. I want this to be a more 'open-source' project, both because I don't have the time/capability to do it all alone, and because I think collaboration will make the finished product only better. Among ideas I have for future iterations are the inclusion of chaining start/end for timed sections, ST demarcation, unenforced speed sign demarcation, a transition to a geographic map, and (this is a crazy long shot) but average section speed mined from GTFS. I doubt any of these things are coming soon, so please don't hold your breath... Anyway, yes, a sample. Please zoom in so shit's legible. Edit: I realize I left out a key. Red = 1 shots, yellow = 2 shots, dashed = DGT, perpendicular line = change in speed w/ same type of timer, arrow indicates active direction. Unmarked switches can generally be assumed to be D10.
  20. 6 points
    50? Hell, I can't remember the last time I took the subway where the train went over 30 (and I'm being rather generous with that)... Either way, it's embarrassing how slow/slowed our trains are & have gotten..... I've abandoned the quote-unquote expressholicism mindset many moons ago - to the point where I gun for locals over expresses because of it.... Yeah, the locals make more stops, but they tend to move at a better rate..... Not many more things frustrating in that regard than standing waiting on a platform, an express & a local arrive concurrently, you board the express train, you get to the point where you're at the last (local) stop before you get to the next express stop, you look to your right, and that got damn local train serves said local stop, eventually blowing past your express - as you're on said express train stalled b/w stations for god knows what reason.....
  21. 6 points
    No lol. That platform is dead. We were only able to get them (185-672) because Chicago's CTA cancelled an option order for artics, therefore the parts were available. Under the body however, our C40's are the only 4G's are very similar to our XN40's. I definitely agree. Lane enforcement needs to be addressed immediately. Many delays are caused by unauthorized vehicles in the lanes. When I'm in my Nova RTS in a bus lane, I push people out of it lol. If I'm not in a rush, I will pull up behind you and lay on my horn to the point where people outside get so tired of hearing it that they start yelling at hoever is in the lane. 😂 SBS isn't always all about speeding up the corredor. The main reason for implementation is reducing dwell times, and reducing the amount of times the bus has to merge in and out of traffic. The northern portion of the B46, and the Nostrand Avenue portion of the B44 never have clear bus lanes, and dollar vans and cabs here in Brooklyn add to an already major problem. So in this part of the city we get it worse than anyone else.
  22. 5 points
    Ok, first of all: I think this plan is an absolute joke (which is a shame because I'm all for stop consolidation and POP, but the proposed routings are simply too much of an overcorrection). Nevertheless, I think the ideas within should be discussed. https://pedestrianobservations.com/2018/09/19/our-brooklyn-bus-redesign/ https://www.google.com/maps/d/u/0/viewer?mid=1jlNHaMlJts2CSurIo2hNDyG2JzJvK8eD&ll=40.66096172471292%2C-73.9316935&z=11
  23. 5 points
    You’re spot on with that last point. It, coupled with the variability in operation incurred when human TOs address the timers, makes up a significant portion of gaps/delays. From GCT south on Lex, I’m pretty sure it’s 20 out of the curve, then unlimited until you hit the GTs entering 14 (they’re, what, 20 or 25?). That stretch isn’t long enough for you to get much above 40 — if you even get there. After 14, you have a short section of free running, but then at Bleecker, it’s GTs in the 30mph range pretty much all the way to BBCH. Then there are some GTs coming off the curve into Fulton, and entering Bowling Green. I *believe* those are both 20... If you want really fast running, try the into 60th, eastbound QB express around Woodhaven Blvd, westbound at 65 and into the Northern Boulevard Bypass, IRT West Side from 42 to 72, and s/b 8th Av into 42 and 14. All those stretches get above 40 easily, and I’ve been on s which have crested 50 into 60th. Alas, during the Culver El station rehabs, s would fly. I was one ones which did 45... Until next time, I guess. One fun thing about CBTC is that when installed, trains’ traction computers are reprogrammed to accelerate faster and reach higher speeds. Let’s just say I’m looking forward to QB exp... ____ All of this said, I think that the reduction in speed isn't the biggest issue with GT proliferation -- it's the erosion of capacity. In many areas, GTs reduce train speeds well below what the area's signal spacing was designed for. That means that while train spacing is remaining constant, the time it takes for trains to cover those gaps is increasing, which translates into lower throughput. In clear water running, that reduction of a few tph matters little, but when it's time to recover from an incident, the absence of that give in line capacity makes the difference between some isolated delays and total gridlock.
  24. 5 points
    These were some of my favorite buses. They had the Transit Authority or MaBSTOA titles back then. As a young kid I remember seeing these buses on the streets of Detroit making their trips down I-75 for that long trek to NYC. I was no more than 2-3 years old then, but one of my first words ever was bus, so i definitely haven't forgot. Historically MTA loves to play with the specifications of buses, and over the years the RTS was no exception. The very first demo to NYC came in 1979, and it would be the beginning of a completely new wave of things. This was the fist demo to tout the new fuel saving DD 6V71. At the time, everything coming in had 8V71 engines. In a semi-concurrent evaluation, the new Flx was on the horizon as well and supplied a demo with an 8V71T. MTA would go on an order both the Flx and RTS, and decided on the new 6V71 for majority of the Flx order, with small batches of the new 8V71T. On the RTS side of things MTA decided to order both the 6V71N and new lower emission, lower fuel consumption 6V92TA. After 1983, MTA then decided all new buses would be equipped with the 6V92TA. At first they did not think they would be powerful enough for MTA demands and needs. The engine would however go on to be one of the most popular and easily maintained powertrains in the fleet. All buses were equipped with Allison V730 transmissions, and of course MTA played with some minor specs. I actually like to classify this series as 1981-1987. Technically the 1987 models are manufactured by TMC, but there is a unique history to these buses. They were ordered under GMC's watch, and the first buses rolled off the Detroit (Pontiac, MI) assembly line. The last of the buses were built at the TMC Roswell Facility by both GMC employees, and TMC employees. Those were buses 4600-4899. These were the training buses for TMC, and would serve as the beginning to a very long and successful business relationship with not only MTA, but NYCDOT as well. In 1995, MTA selected the best 110 buses from the 1981-1982 fleets for complete rebuild. in 1996, 7000-7059 were rebuilt in-house with maintenance personnel from East New York on hand at the 207th Street overhaul shop. This would be the first and last time major rebuilds would take place there, as the 207th street shop is a train car overhaul facility. This location however was best because more buses could be worked on at once, therefore decreasing the time that they would be out of service. 7004 served as the test bus for the first in-house engine swap. The first major repower was of the 8000-8396 series RTS, but they were not done in-house. 7004 was fitted with a DDs50. 7038-7049 were fitted with coach seats and would go into express service upon completion. 7018 is now privately owned, and is still in the same coat of paint it was when it retired. I saw this bus a couple months ago as a good friend of mine drove it for an upcoming movie. That bus is still amazing, and will run circles around any bus currently in the MTA fleet. RTS' included! 7500-7599 were completed in Michigan, and returned to MTA where they would remain in service for another 8-9 years. To this day there have been many debates and legendary tails of what buses were better. We may never know, but one thing I do know is MTA/ENY/207 did a damn good job. 7018 is definitely proof. As a maintenance technician, and owner of an RTS myself, I am still to this day impressed with how they were maintained by MTA. This was a testament to GMC buses as well. To date, including the New Look, GMC undisputedly built the most popular, maintenance friendly, and reliable buses, transmissions, and engines ever. To this date, they are the longest lasting platforms out. The sun may have set on the bus side of the industry, but Detroit Diesel and Allison divisions are here to stay. I am very proud to have had a GMC and a Nova. Now all I need is a TMC lol. Hope this provided you a bit more insight and information into the most legendary bus of all time. FYI, The RTS is featured on "The Bus IQ test" which can be found on all new buses equipped with the new information screens. Team RTS for life! 😎
  25. 5 points
    Let me throw a little history lesson in here. It wasn't that long ago (to me) that the whole area east of the train station was a transit desert There were three bus routes serving the station primarily. The B42, the B17, and the B60 with the latter route serving the residents east of the station. Let me point out that only alternate B60s came that far south. The terminal was at Hegeman and Rockaway Avenue. There's a playground where the the buses used to be stored in an old trolley barn on that corner today . Going back to the Glenwood situation east of the station remember that Flatlands was the primary street down there and anyone else who wanted the could use the E 105th station if the subway was what they wanted. I can recall when the B6 and the old B50 began to serve the area east of the station. Carry on.
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